Automatic gate for railway crossings



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AT TORNE prf, 9235. ASQT I W. H. ENFELD i AUTOMATIC GATE FOR RAILWAYcRossINGs Filed Jan, 24, 1923 4 sheets-sheeb INVENTOR.

Apr.. 3, 11923.

W. H. `ENFIELD AUTOMATIC GATE FOR RAILWAY cRossINGs Filed Jan. 24, 19254 sheets-sheet .4

Patented pr. 3, 1923.

lTED STATES WILIJIAM H. ENFIELD, OF OSAGE, IOWA.

AUTOMATIC GATE FOR RAILWAY CROSSINGS.

Application filed January 24, 1923.` Serial No. 614,605.

T o all w homy t may concern Be it known that I, WrLLrAM H. ENFIELD, acitizen of the United States, residing at Osage, in the county ofMitchell and State of Iowa, have invented certain new and usefulImprovements in Automatic Gates for Railway Crossings, of which thefollowing is a specification.

This invention relates to a guard gate or bar mechanism for use inconnection with railway crossings to indicate to a pedestrian or thedriver of a vehicle the near approach of a train, so that the pedestrianor driver of the vehicle should not attempt t0 cross the railway trackuntil the train has passed the crossing, and the invention has for itsobject to provide in a manner as hereinafter set forth, a guard gate orbar mechanism having the gate or bar element thereof controlled by atrain traveling in a direction toward the crossing to cause thelowering, before the train reaches the crossing7 of said guard gate orbar element to protective and signaling position to indicate theapproach of a train to the railway crossing.

A further object of the invention is to provide in a manner ashereinafter set forth, a guard gate or bar mechanism for use inconnection with railway crossings including a gate or bar elementshiftable to operative position as a train approaches the railwaycrossing and 'said mechanism further including means to provide for theshifting of the said guard gate or bar element to inoperative positionas the train travels over the crossing.

A further object of the invention is to provide in a manner ashereinafter set forth, a guard gate or bar mechanism for use in 40connection with railway crossings including a guard gate or bar providedwith reflectors employed for reflecting the rays from the I head lightof an approaching engine to set up a visual signaling element at nightso that a pedestrian or the driver of a vehicle will understand that atrain is approaching the crossing and should not attempt to cross therailway track.

A further object of the invention is to provide in a manner ashereinafter set forth, a guard gate or bar mechanism for use inconnection with railway crossings having a gate or bar element providedwith a signal and further provided with means for reflecting light raysover the signal to make the latter visual at night to a pedestrian orthe driver of a vehicle.

The invention further aims to provide in a manner as hereinafter setforth, a guard gate or bar mechanism for railway crossings, which issimple, safe, and readily operated and includes a gate or bar elementheld in its raised position by an arm, which arm is released upon theapproach of atrain from either direction toward the crossing, theelement then falling by gravity to its danger indicating position andwhereby after the locomotive has passed the crossing the mechanism willbe actuated to lift said element to its inoperative position andretained in such position until released by another train approachingthe crossing.

Further objects of the invention are to provide in a manner ashereinafter set forth, a guard gate or bar mechanism for the purposesset forth, which is automatic in its action, strong, durable, compact,thoroughly efficient in its use, readily assembled and comparativelyinexpensive to manufacture.

Wfith the foregoing and other objects in view, the invention consists ofthe novel construction, combination and arrangement of parts ashereinafter more specifically described and illustrated in theaccompanying drawings, wherein is shown an embodiment of the invention,but it is to be understood that changes, variations and modificationscan be resorted to which come within the scope of the claims hereuntoappended.

ln the drawings wherein like reference characters denote lcorrespondingparts throughout the several views Figure l is a side elevation of aguard gate or bar mechanism in accordance with this invention,illustrating the gate or bar element in an inoperative position.

Figure 2 is a similar view with the gate or bar element in an operativeposition.

Figure 3 is a like view with the locking device of the mechanism shiftedto released position to provide for the returning of the guard gate orbar element to inoperative position. f

Figure et is a top plan view of the mechanism showing the adaptationthereof in connection with a railway track.

Figure 5 is an enlarged side 'elevation partly in section, illustratingthe mechanism in full lines in inoperative position, and in dotted linesin operative position.

Figure 6 is a section on line 6-6, Figure 5. Figure 7 is a section online 7 -7 Figure 1.

Figure 8 is a view similar to Figure V7 with the locking device shiftedto released position.

Figure 9 is an end view of the guard gate or bar element.

Figure 10 is an inverted plan of one end of the guard gate or barelement.

Figure 11 is a section on line 11-11, Figure 9.

Figure 12 is a section on line 12-12, Figure 11. i

Referring to the drawings in detail, 1 and 2 denotes the track rails of`a railway track, 3 the ties and 4, 5 and 6 ties of greater length thanthe ties-3. The road crossing is indi-l cated at 7, and 8, 9, and 10designates crossing platforms arranged at the intersecting of the roadcrossing with the track.

2A `'guard gate or bar mechanism in accordance with this invention, ispositioned at one side of the railway track and includes a gate or ba'relement adapted to be positioned to extend transversely with respect tothe road crossing 7 so as to indicate to a pedestrian or thedriver of avehicle that a train is approaching the railway crossing and the saidmechanismi's so set up whereby it can be operated on the approach of atrain from either direction and furthermore includes means whereby thegate or bar element is released so it can shift to inoperative positionas the train passes the railway crossing, and the said mechanismincludes a vertically disposed post or standard 11, having secured onthe top thereof by the hold-fast device 12, a vertically disposedyokeshaped member 13, having a pivot bar 14 secured thereto andextending transversely with respect therewith. The standard or post 11has secured to the front thereof, below the member 13, by the hold-fastdevices 15, a coupling bracket 16, to which is iixedly secured by thehold-fastdevices 17, an upwardly ex tending and forwardly inclinedsupporting arm 18, having its upper end bifurcated as at 19. i

Secured to the post 11, by the hold-fast device 20, in proximity to -butbelow the bracket 15, as well as extending at right angles with respecttothe post 11, is a rearwardly extending yoke 21, having one of its armsformed withl an opening 22, for a purpose to be hereinafter referred to.The

' openingv 22 is positioned in proximity to the closedend ofthe yoke 21.

Shiftably mounted on the pivot 14, within the member 13, is acounter-balanced gate or barl element 23, and said element is mountedonthe pivot 14, atapoint between its vertical center andtheinner endthereof, and by-this arrangement when the element 23 is released, itwilli-move` to operative position by gravity andthe operative positionof the ment 23 when released moves to element 23 is such as to extendtransversely with respect to the road crossing 7, and which position isthat as illustrated in F igure 2. The element 23 can be formed of anysuitable material, preferably wood, and has its inner` end provided witha wear or reinforcing member as indicated at 24. The outer end of theelement 23 is slotted as at 25 and has secured thereto signal plates 26formed bf transparent and opaque portions and with the transparentportions indicated at 27 and arranged in the form of the word Stop. Orsaid signal plat-es 26 can be set up whereby the word Stop will be moredistinctive than the remaining portion of said plate so that it can bereadily read. Mounted on the top of the member 23 is a. flat reflector28, and secured to the bottom edge of the element 23, as well asdepending therefrom, is a pair of oppositely extending reflectingmembers 29, 30, and which are employed for reflecting the light raysfrom the head light of the locomotive to the plate 28, and the latterwill 'reiiect the rays downwardly so that the signal plates can be readespecially at night. By employing the refleeting plate 28 andreflecting'members 29 and 30 when the element 23 is' shifted to op`erative position, the rays from the head light of the locomotive as itapproaches from either direction to a crossing, will act on the plate 28and member 29 so that a pedestrian approaching the railway truck, or thedriver of a vehicle can readily see that the element 23 has been shiftedto operative position and which will indicate that a train isapproaching the crossing.` l/Vhen the element 23 is arranged. inoperative position, as indicated in Figure 2, it extends in thebifurcated end 19 of the support 18 and is retained in the position asshown in Figure 2. `The support 18 furthermore acts as a stop to arrestthe downward movement of the outer end of the element 23.` The inner endof the element 23 is curvilinear in contour and the shape of the member24v conforms to the shape of the inner end of the element 23. The eleoperative position by gravity, and the means for shift` ing the element23 to inoperative position on the pivot 14 will be presently referredto.

Arranged in alignment with respect tothe lower end of the post 1l, aswell as being spaced therefrom, is a yoke-shaped support 31, providedwith a transversely extending pivot rod 32, upon Vwhich is shiftablymounted the lower end of a 'verticallydisposed spring controlled holdingarm 33, for nor, mally maintaining the element 23 in `inoperativeposition 'andsaid arm 33 carries near its Kupper end a wear plate 34,which acts against the wear plate 24 for the purpose of maintaining theelement V23 in operative position until-the arm33 is shifted rearwardl"from vthe inner end of the element 23. Thearm 33 extends up through theyoke 21 and is provided with a pair of eyes 35, 36, the former beingarranged above the latter and has connected therewith the upper end 37of a pulling spring 38, which has its lower end 39 secured to an eye 40carried by the lower end of the post 11. The function of the spring 38is to shift the arm 33 toward the post 11, so that the wear plate 34will engage the inner end of the element 23, shifting said inner enddownwardly, thereby rocking the element 23 on its pivot and moving saidelement 23 to inoperative position. The action of the spring 38 willhold the arm 33 in engagement with the element 23, as shown in Figure 5and maintain the element 23 in inoperative position until the arm 33 isshifted away from the inner end of the element 23 and against the actionof the spring 38, and when the arm 33 is shifted from the inner end ofthe element 23, the latter can move to operative position by gravity.

The arm 33 is shifted away from the inner end of the element 23, topermit of the latter moving by gravity to operative position, throughthe medium of a pair of shifting devices therefor, and which devices areoperated by the train as the latter approaches the crossing. Eachshifting device consists of a shaft 41 provided with a pair of crankarms 42, 43, which are disposed at an angle with respect to each other.One of the shafts 41 is supported on the tie 4, which is arrangedforwardly of the post 11, and the other of the shafts 41 is mounted onthe tie 6, which is arranged rearwardly with respect to the post 11. Apair of bearings 44 is provided for the shaft 41. The bearings 44 arespaced from each other and the crank 42 is arranged inwardly withrespect to the inner bearing 44 and the crank 43r is arranged outwardlywith respect to the outer bearing 44. One of the cranks 43 is connectedby a flexible member 45 to the eye 36, and the other crank 43 isconnected by a flexible member 46 to the eye 36. The flexible member 46is trained over a pulley 47, carried by a bracket 48 secured to theuppei1 end of a vertical support 49. Each of the cranks 42 is providedwith an eye 50, having a. chain 51 attached thereto, and said chain 51is connected to a pulling spring 52 attached to an eye 53, carried by atie 3. The function of the chain 51 and spring 52 is to normallymaintain the crank 42 in a vertical position and in the path of thetrain so that it can be impacted thereby causing the depression of thecrank 42, the rocking of the shaft 41 whereby the arm 33 will be shiftedto inoperative position, as indicated in dotted lines in Figure 5.

If a train is approaching in the direction of the arrow 54, the shaftA41 carried by the tie 4 will be actuated causing the shifting of thepulling member 46 and the moving of the arm 33 to inoperative position.lf the train is approaching in the direction as indicated by the -arrow55, the flexible member 45 will be shifted causing the arm 33 to bemoved to inoperative position. When the arm 33 is moved to inoperativeposition by t-he flexible member 45 or the iiexible member 46, theelement 23 will be released so that it can move by gravity to operativeposition.

Associated with the arm 33, so as to maintain it in inoperativeposition, is a latching or locking device consisting of a resilient arm56, which is connected at one end as at 57 to the hold-fast device 20.The arm 56 is provided with a bevelled nose 58 which operates throughthe opening 22 and is positioned in the path of the arm 33, and saidnose 58 is so set up that when the arm 33 is pulled to inoperativeposition the said arm 33 will ride aga-inst the nose 58, forcing itoutwardly with respect to the apertured arm of the yoke 21, and afterthe arm 33 passes the nose 58 the latter will spring inwardly and retainthe arm 33 in a vertical or inoperative position, as shown in Figure 5,until the arm 56 is shifted to cause the nose 58 to move out of the pathof the arm 33, so that the spring 38 will pull the arm 33 to operativeposition so as to engage the inner end of the element 23, and shift thesame .to the position shown in full lines, Figure 5. The arm 56 isoffset intermediate its ends as at 59, and arranged within said offsetportion 59, is a" spring controlled re leasing lever which is employedfor shifting the arm 56 laterally wit-h respect to the yoke 21, wherebythe nose 58 will be moved clear of the arm 56. The releasing levercomprises a horizontally disposed portion 60 and a vertically extendingportion 61, the latter is positioned in the offset portion 59 of the arm56 and the former is mounted in bearings 62 secured to the tie 5. Theupper end of the vertical portion 61 is provided with a pair ofoppositely extending eyes 63, 64, the former has one end 65 of a pullingspring 66 connected therewith `and the other end 67 of the spring 66 isanchored t0 the post 11, as at 68. Attached to the eye 64 is the end 69of a pulling spring 70, the latter having its other end 71 connected toa vertically disposed arm 72. secured to the yoke 21, as at 73. Thesprings 66 and 70 are arranged above the yoke 21. The release leverfurther includes a vertically disposed portion 74 which is arrangedinwardly with respect to the bearings 62 and in the path of the train sothat while the train is passing the crossing, the portions 74 of therelease lever will be actuated by the locomotive and shift said lever tothe position indicated in full lines, Figure 8, or to the positionindicated in dotted lines, Figure 8,

whereby the arm 56 will be shifted outwardly so that the nose 5S will bemoved clear of the holding' arm 33, and the said holding arm 33 will bemoved by the spring 38i`to the position shown in Figure 5 and engagewith the inner end of the element 23, depressing said inner end. therebymoving the element 23 to inoperative position.

The height of the counter-balanced gate or bar element 23 with respectto the ground can be at any point desired, but preferably about eight ornine feet above the ground to allow a car or team to pass thereunder, sothat if the element should be lowered when a car or team was close tothe signal, the car or team could pass under the element without danger,or the car or team would not impact against such element.V However, asbefore stated, the element 23 can be positioned above the ground at anypoint desired.

The mechanism as set up provides for its operation by a train whenmoving in either direction towards the railway crossing and it alsoprovides means whereby the gate or bar element 23 is shifted toinoperative position as thetrain travels over the crossing, and althoughthe preferred construction is as illustrated and described` yet it is tobe understood that changes in the details of construction can be hadwithout departing' from the spirit of the invention as claimed.

l. A guard gate mechanism for railway crossings comprising a pivotedcounter-.balanced gate element normally held in inoperative position andautomatically movable 'to operative position when released,

spring controlled pivoted holding arm normally maintaining said elementin in-y operative position, atrain actuated means connected to said armfor shifting it against the action of its controlling `spring to releasesaid element, a latching device for maintaining saidarm' against theaction of its controlling spring when in shifted position, and a. trainactuated spring controlled means cooperating` with said latching devicefor operating the latter to .release said arm whereby the latter willengage said element and shift it to inoperative position.

' 2.A guard gate mechanism for railway crossings comprising` a pivotedcounter-balanced gate element normally held in inoperative position andautomatically movable to operative position when released, a springcontrolled pivoted holding` arm normally maintaining said element ininoperative position, a train actuated means connected to said'arm forshifting it against the action of its controlling spring to releasesaidele ment, a latching device for maintaining said arm against theaction of its controllingv spring' when in shifted position, a`trainactuated spring controlled means cooperating with said latchingdevice for operating the latter to release said arm whereby the latterwill engage said element and shift it to inoperative position, andmeansfor supportingsaid element in operative position and furtherconstituting a stop for limiting the movement of the element whenshifting to operative position.

3. A guard gate mechanism for railway crossings comprising a pivotedcounter-balanced gate element normally held in inoperative position andautomatically movable to operative position when released, a springcontrolled pivoted holding arm normally maintaining said element ininoperative position, a train actuated means connected to said arm for.shifting it against the action of its controlling spring to release saidelement, a latching devicefor maintaining said arm against the action ofits controlling spring when in shifted position, a train actuated springcontrolled means cooperating with said latching device vfor operatingthe latter to release said arm whereby the latter will engage saidelement and shift it to inoperative position, and contacting wear platescarried by said element and arm.

4. A guard gate mechanism for' railway crossings comprising a pivotedcounter-balanced gate elementl normally held in inoperative positionandautomatically movable to operative position when released, a springcontrolled pivoted holding arm normally maintaining said element ininoperative position, a train actuated means connected to said arm forshifting it against the action of its controlling spring to release saidelement, a latching device for maintaining said arm against the actionof its controlling spring when in shifted position, a train actuatedspring controlled means cooperating with said latching device foroperating the latter to release said arm whereby the latter will engagesaid element and shift it to inoperative position, means 'for supportingsaid element in operative position and further-constituting a stop forlimiting the movement of the element when shiftingl to operativeposition, and contacting wear plates carried by said element and arm.

5. A guard gate mechanism for railway crossings comprising a pivotedcounter-balanced .Q'ate element normally held in inoperative positionand automatically movable to operative positionwhen released, a springcontrolled pivoted holding arm normally maintaining saidelement ininoperative position, a train actuated meansl connected to said arm forshifting it against the action of its controlling spring to releasesaidelement, a latching device for maintaining said arm against the`action of its controlling spring when in actuated spring controlledmeans cooperatshifted position, anda train.

ing with said latching device for operating the latter to release saidarm whereby the latter will engage said element and shift it toinoperative position, said element provided with a signal, and furtherprovided with reflecting elements associated with said signal.

6. A guard gate mechanism for railway crossings comprising a pivotedcounter-balanced gate element normally held in inoperative position andautomatically movable to operative position when released, a springcontrolled pivoted holding arm normally maintaining` said element ininoperative position, a train actuated means connected to said arm 'forshifting it against the action. ot its controlling spring to releasesaid element, a latching device for maintaining said arm against theaction of its controlling spring when in shifted position, a trainactuated spring controlled means cooperating` withl said latching devicefor operating the latter to release said arm whereby the latter willengage said element and shift it to inoperative position, and means forsupporting said element in operative position and further constituting astop for limiting the movement of the element when shifting to operativeposition. said element having its outer end provided with a signal, andreflecting elements carried by said gate element and associated withsaid signal.

7. A guard gate mechanism for railway crossings comprising' a pivotedcounter-bal anced gate element normally held in inoperative position andautomatically movable to operative position when released, a springcontrolled pivoted holding arm normally maintaining said element ininoperative position, a train actuated means connected to said arm forshifting it against the action of its controlling spring to release saidelement, a latching' device for maintaining said arm against the actionof its controlling spring when in shifted position, a train ac` tuatedspring controlled means cooperating with said latching device foroperating the latter to release said arm whereby the latter will engagesaid element and shift it to inoperative position, and contacting wearplates carried by said element and arm, said element having its outerend provided with a signal, and reecting elements carried by said gateelement and associated with said signal.

8. A guard gate mechanism for railway crossings comprising a pivotedcounter-balanced gate element normally held in inopera tive position andautomatically movable to operative position when released, a springcontrolled' pivoted holding arm normally maintaining said element ininoperative position, a train actuated means connected to said arm forshifting it against the action of its controlling spring to release saidelement,

a latching device tor maintaining said arm against the action of itscontrolling spring when in shifted position, a train actuated springcontrolled means cooperating with said latching device for operating thelatter' to release said arm whereby the latter will engage said elementand shift it to inoperative position, means for supporting said elementin operative position and further constituting a stop for limiting themovement oi"l the element when shifting to operative position,contacting wear plates carried by said element and arm, said elementhaving its outer end provided with a signal, and refleeting elementscarried by said gate element and associated with said signal.

9. A guard gate mechanism for railway crossings comprising a post, apivoted counter-balanced gate element supported by said post andnormally held in inoperative position and automatically movable tooperative position when released, a vertically disposed springcontrolled pivoted holding arm normally engaging with said element formaintaining it in inoperative position, a train actuated means connectedwith said arm for shifting it against the action of its controllingspring to release said element, a yoke extending :trom said post forlimiting the shitting movement of said arm, a latching device carried bysaid yoke ior maintaining said arm against the action ot its controllingspring when in shifted position, and train actuated spring controlledmeans cooperating with said latching device for operating it to releasesaid arm whereby the latter will engage said element for shifting it toinoperative position.

10. A guard gate mechanism for railway crossings comprising a post, apivoted counter-balanced gate element supported by said post andnormally held in inoperative position and automatically movable tooperative position when released, a vertically disposed springcontrolled pivoted holding arm normally engaging with said element formaintaining it in inoperative position, a train actuated means connectedwith said arm for shifting it against the action of its controllingspring to release said element, a yoke extending from said post forlimiting the shifting movement of said arm, a latch.

ing device carried by said yoke t'or maintaining said arm against theaction of its controlling spring when in shifted position, trainactuated spring controlled means cooperating with said latching devicefor operating it to release said arm whereby the latter will engage saidelement for shifting it to inoperative position, and contacting wearplates carried by said arm and said element.

1l. A guard gate mechanism for railway crossings comprising a post, apivoted counter-balanced gate element supported by said post andnormally held in inoperative position and automatically movable to,0perative position when released, a vertically disposed springcontrolled pivoted holding arm normally engaging with said element formaintaining itin inoperative position, a train actuated means connectedwith said arm for shifting it against the action of its controllingspring'l to release said element, a yoke extending from` said post forlimiting the shifting movement of said arm, a latching device carried bysaid yoke for maintaining said arm against the action of itscontrolling' spring when in shifted position, train actuated springcontrolled means cooperating with said latching device for operating itto release said arm whereby the latter will engage saidelement forshifting it to inoperative position, and a support car ried by said postand providing means for supporting said element when shifted to operative position and further providing a stop for limiting the movementof said element when shifted to operative position. l

l2. A guard gate mechanism for railway crossings comprising a post, apivoted counter-balanced gate element supported by said post andnormally held in inoperative position and automatically movable tooperative position when released7 a vertically disposed springcontrolled pvoted holding arm normally engaging with said element formaintaining it in inoperative position, a train actuated means connectedwith said arm for shifting it against the action of its controllingspring to release said element, a yoke extending from said post forlimiting the shifting movement of said arm, a latching device carried bysaidyoke formaintaining said arm against the action of its controllingspring' when in shifted position, train actuated spring controlled meanscooperating with said latching device for operating it to release saidarm whereby the latter will engage said element for shifting it toinoperative position, said element provided with a signal, andreflecting elements carried by the gate element and associa-ted withsaid signal.

In testimony whereof, I affix my signature hereto.

VILLIAM H. ENFIELD.

